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Dunham, R. E., Jr.

Publications and source records attributed to Dunham, R. E., Jr..

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1990

Heavy rain effects on airplane performance

The objective is to determine if the aerodynamic characteristics of an airplane are altered while flying in the rain. Wind-tunnel tests conducted at the NASA Langley Research Center (LaRC) have shown losses in maximum lift, reduction in stall angle, and increases in drag when a wing is placed in a simulated rain spray. For these tests the water spray concentration used represented a very heavy rainfall. A lack of definition of the scaling laws for aerodynamic testing in a two-phase, two-component flow makes interpolation of the wind-tunnel test uncertain. Tests of a large-scale wing are to be conducted at the LaRC. The large-scale wing is mounted on top of the Aircraft Landing Dynamics Facility (ALDF) carriage. This carriage (which is 70-foot long, 30-foot wide, and 30-foot high) is propelled with the wing model attached down a 3000-foot long test track by a water jet at speeds of up to 170 knots. A simulated rain spray system has been installed along 500 feet of the test track and can simulate rain falls from 2 to 40 inches/hour. Operational checks are underway and the initial tests should be completed by the Fall of 1989.

Dunham, R. E., Jr.↗
NASA NTRS1987

Wind tunnel test results of heavy rain effects on airfoil performance

The effects of simulated heavy rain on the aerodynamic characteristics of a NACA 64-210 airfoil section equipped with high-lift devices were investigated in the NASA Langley 14- by 22-Foot Subsonic Tunnel. The experiment was part of an on-going NASA program to determine the effect of heavy rain on airplane performance, and was directed at providing insight into scaling laws for subscale model testing of rain effects. The model used in the investigation had a chord of 2.5 feet, a span of 8.0 feet, and was mounted on the tunnel centerline between two large endplates. A water spray distribution system was located 10 chord lengths upstream of the model. The sensitivity of test results to partial-span coverage of the model in the simulated rain environment as compared to full-span coverage was also investigated. The lift and drag data obtained for the high-lift configuration show excellent repeatability of results compared to the previous data. Results obtained for various spray concentrations and tunnel speeds showed significant losses in maximum lift capability, a decrease in the angle of attack for maximum lift, and an increase in drag as the stimulated rain rate was increased. The test results also indicated that the data were not strongly affected by surface tension effects for the high-lift configuration.

Bezos, G. M.↗
NASA NTRS1986

Separated flow

A brief overview of flow separation phenomena is provided. Langley has many active research programs in flow separation related areas. Three cases are presented which describe specific examples of flow separation research. In each example, a description of the fundamental fluid physics and the complexity of the flow field is presented along with a method of either reducing or controlling the extent of separation. The following examples are discussed: flow over a smooth surface with an adverse pressure gradient; flow over a surface with a geometric discontinuity; and flow with shock-boundary layer interactions. These results will show that improvements are being made in the understanding of flow separation and its control.

Sellers, W. L., III↗
NASA NTRS1986

Potential influences of heavy rain on general aviation airplane performance

Recent NASA wind tunnel tests of airfoils in a simulated rain environment under extremely heavy rain conditions have shown reductions in maximum lift and increases in drag. Conventional airfoils were tested with and without high lift devices and tests of laminar-flow airfoils without high-lift devices were conducted. Both types of airfoils indicated performance decrements when exposed to a simulated heavy rain environment. For the laminar flow airfoil, the rain influence was observed to occur throughout the angle of attack range, whereas for the conventional airfoil in a high lift configuration, the rain influence occurred mostly at the higher angles of attack. The performance decrement for the laminar-flow airfoil appeared to be a result of laminar-to-turbulent boundary-layer transition whereas the performance penalty for the conventional airfoil appeared to be the result of premature separation. The results of these tests are presented and the implication of the results to general aviation airplanes are discussed.

Dunham, R. E., Jr.↗
NASA NTRS1985

Comparison of wind velocity in thunderstorms determined from measurements by a ground-based Doppler radar and an F-106B airplane

As a part of the NASA Storm Hazards Program, the wind velocity in several thunderstorms was measured by an F-106B instrumented airplane and a ground-based Doppler radar. The results of five airplane penetrations of two storms in 1980 and six penetrations of one storm in 1981 are given. Comparisons were made between the radial wind velocity components measured by the radar and the airplane. The correlation coefficients for the 1980 data and part of the 1981 data were 0.88 and 0.78, respectively. It is suggested that larger values for these coefficients may be obtained by improving the experimental technique and in particular by slaving the radar to track the airplane during such tests.

Usry, J. W.↗
NASA NTRS1984

An investigation of the existence of a surface water layer on aircraft radomes during simulated flight in heavy precipitation

An experiment to investigate the electromagnetic attenuation effects of an impacting water spray on an aircraft weather radome was conducted in Langley's 4 X 7 m. wind tunnel equipped with a water spray system. Results indicate no significant liquid water film formed at the stagnation point of the radome under the test conditions. However, a water sheath was observed standing away from the radome surface, which could possibly have significant attenuation properties of its own. Due to the lack of fidelity in modeling both the natural environment with the tunnel apparatus and the water sheath, it is recommended that further studies be undertaken to better define the water distribution in the vicinity of the radome and measure its effect on weather radar performance.

Branstetter, J. R.↗
NASA NTRS1984

Low altitude wind shear statistics derived from measured and FAA proposed standard wind profiles

Wind shear statistics were calculated for a simulated data set using wind profiles proposed as a standard and compared to statistics derived from measured wind profile data. Wind shear values were grouped in altitude bands of 100 ft between 100 and 1400 ft, and in wind shear increments of 0.025 kt/ft between + or - 0.600 kt/ft for the simulated data set and between + or - 0.200 kt/ft for the measured set. No values existed outside the + or - 0.200 kt/ft boundaries for the measured data. Frequency distributions, means, and standard deviations were derived for each altitude band for both data sets, and compared. Also, frequency distributions were derived for the total sample for both data sets and compared. Frequency of occurrence of a given wind shear was about the same for both data sets for wind shears, but less than + or 0.10 kt/ft, but the simulated data set had larger values outside these boundaries. Neglecting the vertical wind component did not significantly affect the statistics for these data sets. The frequency of occurrence of wind shears for the flight measured data was essentially the same for each altitude band and the total sample, but the simulated data distributions were different for each altitude band. The larger wind shears for the flight measured data were found to have short durations.

Dunham, R. E., Jr.↗
NASA NTRS1982

Low-altitude wind measurements from wide-body jet transports

For a 2-week period in the spring of 1977, data were collected onboard wide-body jet transports for the determination of winds and wind shear during landings and take-offs. The data represent about 640 take-offs or landings at 14 airports in Europe and the United States. Analysis of the wind-shear data indicates that shears of a given value are equally likely to occur at any altitude in the lower 1400-ft section of the atmosphere. Analysis of the data indicates that low shears (plus or minus .033 knot/per ft) have a 67-percent chance of occurrence during a landing or take-off, while higher values (plus or minus 0.15 knot/per ft) have a 0.5-percent chance of occurrence. A determination of the duration of a given shear was not made.

Dunham, R. E., Jr.↗
NASA NTRS1978

Wake vortex technology

A brief overview of the highlights of NASA's wake vortex minimization program is presented. The significant results of this program are summarized as follows: (1) it is technically feasible to reduce significantly the rolling upset created on a trailing aircraft; (2) the basic principles or methods by which reduction in the vortex strength can be achieved have been identified; and (3) an analytical capability for investigating aircraft vortex wakes has been developed.

Dunham, R. E., Jr.↗
NASA NTRS1977

Unsuccessful Concepts for Aircraft Wake Vortex Minimization

Exploratory concepts are described which were investigated to achieve a reduction in the vortex induced rolling upsets produced by heavy aircraft trailing vortexes. The initial tests included the use of mass injection, oscillating devices, wingtip shape design, interacting multiple vortexes, and end plates. Although later refinements of some of these concepts were successful, initial test results did not indicate a capability of these concepts to significantly alter the vortex induced rolling upset on a following aircraft.

Dunham, R. E., Jr.↗
NASA NTRS1977

Aircraft wake-vortex minimization by use of flaps

A survey was made of research on the alleviation of the trailing vortex hazard by altering span loading with flaps on the generator airplane. Flap configurations of the generator that shed multiple vortices were found to have wakes that dispersed by vortex merging and sinusoidal instability. Reductions of approximately 50 percent in both the wake rolling moment imposed on a following aircraft and the aircraft separation requirement were achieved in the ground based and flight test experiments by deflecting the trailing edge flaps more inboard than outboard. Significantly, this configuration did not increase the drag or vibration on the generating aircraft compared to the conventional landing configuration. Ground based results of rolling moment measurement and flow visualization are shown, using a water tow facility, an air tow facility, and a wind tunnel. Flight test results are also shown, using a full scale B-747 airplane. General agreement was found among the results of the various ground based facilities and the flight tests.

Corsiglia, V. R.↗
NASA NTRS1976

Summary of NASA wake-vortex minimization research

NASA's effort in the area of wake-vortex minimization are reviewed. The results presented at a NASA symposium on wake-vortex minimization are summarized and additional results obtained since the symposium are included. Theoretical and experimental techniques for assessing the effectiveness of various wake-vortex minimization techniques are described. Three methods of reducing the effect of aircraft trailing vortices and a preliminary assessment of the operational suitability of employing wake-vortex minimization techniques are discussed. The application of one wake-vortex minimization technique to DC-10 and L-1011 aircraft is presented.

Dunham, R. E., Jr.↗
NASA NTRS1976

Flight-test experience of a helicopter encountering an airplane trailing vortex

This paper presents results of a flight-test experiment of a UH-1H helicopter encountering the vortex wake of a C-54 airplane. The helicopter was instrumented to record the pilot control inputs, determine the upset experience, and measure critical loads within the rotor system. During the flight-test program 132 penetrations of the vortex wake were made by the helicopter at separation distances from 3/8 to 6-1/2 nautical miles. Test results indicated that the helicopter upsets and the vortex induced blade loads experienced were minimal and well within safe limits. The upsets were very mild when compared to a typical response of a small airplane to the vortex wake of the C-54 airplane.

Dunham, R. E., Jr.↗
NASA NTRS1975

Low speed wind tunnel investigation of span load alteration, forward-located spoilers, and splines as trailing-vortex-hazard alleviation devices on a transport aircraft model

The effectiveness of a forward-located spoiler, a spline, and span load alteration due to a flap configuration change as trailing-vortex-hazard alleviation methods was investigated. For the transport aircraft model in the normal approach configuration, the results indicate that either a forward-located spoiler or a spline is effective in reducing the trailing-vortex hazard. The results also indicate that large changes in span loading, due to retraction of the outboard flap, may be an effective method of reducing the trailing-vortex hazard.

Croom, D. R.↗
NASA NTRS1973

Vortex wake research

NASA investigations of aircraft trailing vortices are reviewed. Results obtained in flight on vortex characteristics, such as decay of maximum velocity and vortex drift, are presented for distances behind a generating C-5 aircraft from 0.6 to 13.0 nautical miles. The lateral control activity of a CV-990 aircraft probing the vortices generated by the C-5 aircraft is illustrated and the effect of the C-5 aircraft configuration on this activity is indicated. Results are presented from near-field and far-field studies of accelerated vortex dissipation through the use of various devices such as mass ejection, spoilers, vortex generators, and trailing drag devices.

Zalovcik, J. A.↗
NASA NTRS1973

A flight investigation of the trailing vortices generated by a jumbo jet transport

A flight investigation has been conducted to study the velocity and persistence characteristics of the trailing vortices generated by a jumbo jet transport. The investigation showed that the tangential velocities were initially higher for vortices generated with the flaps up and that they persisted for longer distances behind the aircraft than those generated with the flaps down. The core radii with flaps down appeared to be generally larger than those with flaps up. The vertical locations of the vortices behind the generating aircraft varied from several hundred meters below the generating aircraft flight path at long ranges up to, and occasionally above, the flight path at short and moderate ranges.

Verstynen, H. A., Jr.↗